Pressure delivery of fuel in internal combustion engines



A. MOORE May 7,

PRESSURE DELIVERY OF FUEL IN INTERNAL COMBUSTION ENGINES 5 Sheets-Sheet 1 Filed Oct. 24, 1927 May 7, 1935.

A. MOORE PRESSURE DELIVERY OF FUEL IN INTERNAL COMBUSTION ENGINES 5 Sheets-Sheet 2 Filed Oct. 24, 1927 May 7, 1935. A. MOORE 2,000,091-

PRESSURE DELIVERY OF FUEL IN INTERNAL COMBUSTION ENGINES Filed Oct. 24, 1927 5 Sheets-Sh'eet s ENTOR lnflfao/ e ATTORNEYS I .MUV II/ //l///// 9% May 7, 1935. v A. MOORE 7 2,000,091

PRESSURE DELIVERY OF FUEL IN INTERNAL COMBUSTION ENGINES Filed Oct. 24, 1927 5 Sheets-Sheet 4 May 7, 1935. MOORE 2,000,091

PRESSURE DELIVERY OF FUEL IN INTERNAL COMBUSTION ENGINES Filed Oct. 24, 1927 5 Sheets-Sheet 5 ATTORNEY5 Patented May 7, 19351 UNITED STATES Y PRESSURE DELIVERY OF FUEL IN IN- TERNAL COMBUSTION ENGINES Arlington Moore, New York, N. n, assignor, by meme assignments, to Maxmoor Corporation, New York, N.Y., a corporation of Delaware Application October 24, 1921, Serial No. 228,210

35 Claims.

My invention relates to a method of and means for improving the operation of internal combustion engines at accelerating periods.

It is characteristic of the ordinary internal combustion engine that, while it can be operated with fair efliciency at sustained high or low speeds, transition from low to high speed is accompanied by fuel impoverishment and temporary poor operation. This is especially objectionable in automobile engines, in which rapid acceleration is required. Attempts to accelerate by opening the throttle temporarily reduce the fuel lifting capacity, and it is not until the engine speed and the velocity of incoming air increase considerably that this condition is overcome and the fuel is adequately conveyed by the air to properly charge the engine cylinders, celeration is ultimately obtained, it is obtained only after considerable initial delay or hesitation because of fuel impoverishment during such peri ads of temporary low air velocity. At such times of fuel impoverishment during engine acceleras tion, detonation knocking is commonly produced.

This condition can exist to quite a considerable extent even if the carburetor contains provision for delivering an extra stream of fuel at or near the carburetor throat upon opening the throttle for acceleration, as the air supplied through the partly vertical and relatively long passages between the carburetor and the enginecylinders including the intake riser and the manifold branches will temporarily run ahead of the fuel supp y. In the ordinary present-day automobile engine such acceleration as is secured is dependent very largely on the fact that the engines are runon wet mixtures, and pools of liquid fuel accumulate in the manifold, which are swept into certain cylinders upon opening the throttle for acceleration. Acceleration so obtained, however, is accompanied by unevenness of engine operation, vibration, unequal distribution, carbon accumuliiion, waste of fuel and dilution of lubricating o with my invention, which is not dependent upon the speed of the air stream towardthe engine cylinders for fuel lifting, but supplies the requisite quantity of fuel in a pulverized pressuredriven stream at or substantially at the intake ports of the engine immediately upon opening the throttle for acceleration, lively acceleration is obtained with none of the sacrifices which have been referred to, and the engine can be readily Jectionable choking.

and while the desired ac-' started in all weathers without resorting to ob- In the accompanying drawings I have shown apparatus for performing the new process. ,In said drawings:

Fig. 1 is a schematic elevational view showing apparatus for supplying fuel at acceleration peri- 5 ods which is dependent upon the fuel level in the vacuum tank.

Fig. 2 is a view similar toFig. 1, but showing apparatus containing separate means for regulating the fuel level for supply of fuel at periods of 10 acceleration.

Fig. 3 is a vertical'sectional view of means for ,controlling' supply and pressure delivery of fuel to the intake ports.

Fig. 4 is a section taken at a right angle to the 15 section plane of Fig. 3.

Fig. 5 is a transverse section on the line [-5,

Figs. 6 and 7 are detail part sectional views showing different stages in the actuation of the 80 auxiliary fuel supply means.

Fig. 8 is a section on the line 8-8, Fig. 3.

Fig. 9 is a sectional detail view of the fuel level control means of Fig. 2 and taken substantially on the line 9-9, Fig. 2.

Fig. 10 is a detail sectional view taken on the line Iii-It, Fig. 8.

Fig. 11 is a detail sectional view taken on the ,line il-Il, Fig. 2, and

Fig. 12 is a similar view showing a modification.

Thepressure fuel nozzle Ill (Fig. 3) as shown herein extends downwardly from above into the difl'usion chamber l2 of the intake'manifold ll. In the case of a six-cylinder engine, having the short central branch l6 and the longer branches ll, 20 radiating from the diffusion chamber l2, pressure fuel nozzle It has fine orifices 22, 24 and 26 directed substantially axially of eachv of the manifold branches so that when liquid fuel is supplied undersufilcientpressure it in finely pulverized streams as 24a, 25a into or directly in front of the entrances to the several intake valve ports. The orifices 22, 24, 26 are preferably arranged slightly above the central axis of the manifold passage so as to permit of a slight arc of movement of the fuel stream toinsure adequate suspension of the streams 24a, 26a until the same impinge upon the end walls llb of the manifold.

The bore lOa of the pressure fuel nozzle II I communicates with a fuel receptacle or well 30. Delivery of fuel to the pressure fuel nozzle is controlled by a needle valve 32, and supply of fuel to the receptacle 20 through a pipe 34 leading from a source of fuel supply is controlled by 6 9). Spring 44 tends to close delivery valve 32,

and spring 46 tends to open supply valve 36, so that supply valve 36 is normally open and delivery valve 32 is normally closed, as shown in 3, and the fuel can rise in well 36 to the 10 fuel supply level 360., as indicated in dotted lines in saidFlg. 3.

The arrangement is such that in order to open delivery valve 32, supply valve 36 must first be closed. This result can be. secured byv making spring 46 relatively flexible and spring 44 relatively stiffer, so that when lever 66, pivoted to valve 32 at 62, and to valve 36 at 64 is raised by its actuating rod 66, supply valve .36 must be seated before a fulcrum can be established at" 20 for lifting delivery valve 36. 'With proper venting (hereafter referred to), upward movement of rod 56 will thus operate to permit discharge of fuel from well 36 through passage 16a while the supply passage is shut oil by valve 36 being closed, and return or downward movement of actuating rod 56 will serve torestdre the ports to "the position shown in Fig. 3, whereupon the supply of fuel in well 36 will bereplenished substantially instantaneously. i

Provision is made for raising rod 56 to actuate lever 56 when the throttle is opened. This result can be secured by cam' means interconnected with the throttle; In the construction shown, the link 56 from the throttle crank 66 is connected to 5 the crank 62 of cam n which hasa cam nib s:

- coming into operation momentarily at partial throttle openings, to cause the injection, in manner describedbelow, of relatively small quantities the engine, to maintain-the nib 66 in action of fuel topoints adjacent to the several inlet ports, and a cam nib 66 coming into operation at and near wide open tion of the throttle to cause the injection of second charge of fuel. The amount of fuel injected depends on the length of timethat the valve 32 is held openfiand this.

may be controlled, as desired, by proper manipulation of the throttle, particularly when starting the required fuel is supplied. The exact amount of fuel necessary to achieve 'the'desired result may thus be supplied without iwing an excessive amount. 4 6 Cam nibs 66 and 66 engage a roller 16 received in inclined slots 12 in a double sided lever I4 pivoted at 16. Actuating rod 66 is pivotaliy attached to lever 14 at 16 and engages lever 66 by the latter being received in a notch or slot when roller 16 is engaged by cam nib 36. or by 36 are held open. This is only momentary dill!!- 16 provided in the upper end of rod 66. Opening of the throttle operates through link 63 to turn the cam 64 in the direction of the arrow on Fig.

- 4,- and roller 16 being thereby frictionally advanced to the lower limit er slots I2 causes lever 14 to lift and thereby to lift actuating rod 66 thecamnib66..' L

Uponclosing movementpf the throttle and corresponding movement of cam 64, the roller I6 runs up in the slots 12 without actuating lever 14, valves 32 and 36, so that well 361s not opened up to the intakeupon decelerating or closing the throttle, at which time there is no need for aux- 5 as can readily be done by thedriver, the quantity ders at periods of opening the throttle'for accel- .eration will be accompanied (not followed) by its proper complement of fuel, I provide pressure means for putting a pressure on the fuel in well- 36 when valve 32 is opened and thereby securing pressure delivery of fuel in pulverized stream form at or in front of the intake ports.

.Engine cylinder pressure is preferably utilized for this purpose. A variety of arrangements for this purpose may be made use of, and preferably include a check valve. In Fig. 11 a bail check '36 permits cylinder gases while under compression and combustion pressures to pass out through the pipe 62, the movementof the ball check 36 being limited by the adjustable pin 64 and guided in relation to its seat 66 by a sleeve 33. The valve casing 33 in this form is located over the cylinderhead and has fins 92 for air cooling.

with the alternate arrangement of Fig. 12 the ball check 66' is water cooled by having its casing formed in the water jacket of the cylinder head. The check valve parts are desirably made of metal such as Silcrome steel adapted to withstand high temperatures and to resist mating and corrosion. I

Pipe 32 communicates with a pressure storage bell 64 in which gaseous pressure is maintained by the check valve, Bell 64 is preferably provided with a pressure relief valve 36.

A valve 36 serves the double purpose of communication from the source of gaseous fluid under pressure to the space over the fuel in well 33 when delivery valve 32 is opened, and at other times serves for venting well 36 to the atmosphere, thereby permitting this fuel well to be replenished.

The lever 66 actuated by rod 56; as already de- St ib'ed, has a lost motion connection with valve 36, as by being passed through an elongated opening 36 in the stem of valve 36.

As will be seen from the dotted line showing in Fig. 6, supply valve 36 is closed upon the first upward movement of actuating rod 63. Fig. '1 shows how further movement of rod 66 serves to open delivery valve 32 and also to raise the pressure control valve 36 from its seat, permitting the gaseous fluid under measure to pass from pipe 32 and bell through passages I33 and I62 into the upper partof well 36 and to forcibly squirt the fuel in liquid streams, as 24a, 26a, through the openings 22, 24 and 23 of pressure fuel nozzle l6 directly into the entrances to-the several'intake valve ports.

This delivery of fuel in afinely pulverized stream will continue so long as valves 32. and

lag engine operation, as by cam nib 66 coming into play as the throttle is partially opened, or

.upon further throttle opening upon changing.

being thereby put out of register.

2, ,oal

This not only closes valves 96 and 32 and opens supply valve 36, but establishes a vent from well 30 through passages I00, I02 and the bore I06 of valve 96 and the side vent openings I08 leading to the atmosphere, so that, the supply valve 36 being open, the fuel in well 30 rises to the levelof the fuel source and replenishes the supply for, use during the next accelerating period. The fuel emptied from chamber 30 by the action of the first nib 66 is also replenished upon further opening movement of the throttle, the roller I0 then being located between the nibs 66 and 68 and the valve 36 opened to eflect the replenishment. It will be observed that the atmospheric vent is closed by raising valve 96, the passages H0 in valve 06 and I08 in the valve housing H2 The spring II4 tends to hold valve 96 closed, and spring chamber I I6 may be filled with heavy oil through screw hole 8, and this oil'serves both to lubricate the parts and to seal their preferably lapped-in working surfaces against leakage.

While my process of auxiliary fuel supply can be used with substantially any intake manifold and the fuel supply for acceleration can be correctly gauged, as for example, by proper size of jet openings 22, 24 and 26, I preferably make use of an intake manifold I4 containing drain passages I20 leading gradually downfrom the elbows in those branches which contain elbow's, so that fuel cannot accumulate in poolson the floor of, the intake passage, but is carried or drained back into, and to form part of, the general charge stream going to all the engine cylinders.

With my invention it is not necessary to close .7 the throttle between successive periods of acceleration, opening movement of the throttle after nib 66 releases and any backward throttle and cam movement, however slight, operating to replenish the auxiliary fuel well and to reset the valves ready for reuse in the mannerdescribed.

The apparatus used to carry out my process may take various forms. Preferably the working parts'aresupported or housed in a casing I22 supported on the intake manifold by means of the tubular connection I00 and covers I24 and I 26 are provided to enclose the working parts and prevent tampering therewith.

The apparatus described supplies fuel for startin and dispenses with the customary choke used automobile engines, and prevents the cylinder flooding incident to use of a choke. Upon slightly opening the throttle, the lifting of lever 50 by the cam nib 66 produces a supply of fuel through the openings in pressure fuel nozzle I0,the cylinder compression pressure obtained by turning over the engine with the starting motor being sufficient to provide an adequate supply of fuel to the intake manifold near the valve ports for engine starting. By my invention the auxiliary fuel in predetermined or definite amounts is ejected from the relative small orifices by the imposition of a gaseous pressure (the compression and combustion .pressure of the heated gases from the engine cylinders) thereon which is greater; than atmospheric pressure, so that the streams or jets of fuel are capable of traveling with considerable force and distance to points in close proximity to all of the inlet valve ports of the cylinders, even the most remote thereof, the supply of auxiliary fuel for its flow to the cylinder ports being independent of manifold depression or air velocity.

This supplemental.v supplying of fuel which takes place upon the first partial opening and again on further opening the throttle, is independent of the engine speed at the instant of opening the throttle for acceleration. If the initial'engine speed is low, the air velocity past the main fuel jet may be insufficient to lift the fuel, and the mixture will be impoverished for this rea-' son, thus requiring the supplementary fuel to increase the fuel component of the engine charge and get'quick acceleration without any stumbling of the engine. The opening of the throttle also causes the more fluent air to momentarily run ahead of the minute fuel droplets, which are denser and heavier than the air, resulting in tem porary impoverishment of the mixture, at the higher engine speeds as well as lower speeds, and

this even though at the higher speeds the velocity of the air past the fuel jet is sufficient to lift the to the engine by gravity flow for supplementing the main charge of fuel and air when the same is in an impoverished mixture state, and thereupon releasing a gas and imposing a gaseous pressure greater than atmospheric pressure upon the head of said fuel-for augmenting the effects of gravity thereon and for efiecting the delivery of said fuel into said engine-at points in let valve ports thereof.

2. The herein described method of improving the operation of internal combustion engines during accelerating periods which consists in imposing the pressure of the gases and products of combustion from the engine cylinder upon a head of auxiliary fuel, and effecting the delivery thereof under said pressure into the air at a point in advance of the point of-introduction of main fuel, whereby to supplement the main charge of fuel and air when the same is in an impoverished mixture state.

3. The hereindescribed method of improving the operation of internal combustion engines during accelerating periods which consists in imposing a gaseous pressure upon a head of auxiliary fuel and delivering the same at accelerating periods under said pressure to the engine, and reducing the pressure upon said fuel at the intervals between deliveries thereof to the engine to permit of the replenishment of said fuel.

4. The herein described method of improving the operation of internal combustion engines during accelerating periods which consists in delivering fuel under'gaseous pressure to the engine proximity to the infor supplementing the main charge of 'air and fuel during acceleration periods, and replenishing said fuel under atmospheric pressure at intervals between the deliveries thereof to the engine.

5. The herein described method of improving the operation of internal combustion engines during accelerating'periods which consists in imposing the pressure of the gases and products of ished mixture state,-and replenishing said fuel under atmospheric pressure at intervals between sure from the engine cylinders,

,to said receptacle above the fuel therein, and

the deliveries thereof to the engine.

B. The herein described method of improving the operation of internal combustion engines during accelerating periods which consists in taking the gases and products of combustion under presp sin the pressure thereof upon a head of fue forcing said fuel under said pressure towards the several inlet valve ports of the engine, and delivering said fuel in jets at points in proximity to said valve ports,

whereby to supplement the main charge of air and fuel when the same is in an" impoverished mixture state.-

'l. In an internal combustion engine, a main fuel supply means, a receptacle for auxiliary fuel, fuel delivery means between said receptacle and the intake conduit, a valve in said fuel delivery meansnormally closing the same, and means for manifold by gravity, means for controlling said.

outlet, means for supplying a gas under pressure means operated with said outlet controlling means for controlling said last named means, whereby to impose a gaseous pressure on the fuel in said 1 receptacle for supplementing the action of gravity thereon. L

9. In an internal combustion engine, a fuel receptacle having a nozzle extending directly into the intake manifold and having a plurality of relatively small orifices therein directed towards the several inlet valve ports, means for controlling the passage of fuel through: said nozzle, means for supplying a gas under pressure to said receptacleabove the fuel therein, and means-for\re-- leasing said gas to effect the passage of said fuel under gaseous pressure through said oriflcesand,

the delivery thereof at points adjacent-to said t 10. In an internal combustion engine, a principal source of fuel supply, an auxiliary fuel receptacle, means for controlling the admission of fuel from said principal source of upply to said receptacle, means for controlling the admission of fuel from s id receptacle to the intake conduit of the engine, means for supplying a gas under pressure to said receptacle above the fuel therein, and

. means for controllingthe pressure imposed upon the fuel within said receptacle. I

11. In an internal combustion engine, a principal source of fuel supply, an auxiliary fuel receptacle, means for controlling the admission of fuel from-said principal source of supply to said receptacle, me'ans for controlling the admission of fuel from said receptacle to the intake conduit of the engine, means for controlling the pressure within said reoeptacle,- and means for actuating said several fuel controlling meals in opposite directions successively, and for actuating said pressure controlling means.

12. In an internal combustion engine, a principal source of fuel Suppl anv auxiliary fuel re- -closing one thereof and opening the other thereof successively, valve controlled means for the admission'of the gases and products of combustion from the engine cylinders under pressure to said receptacle, and a lost-motion connection between said actuating means and said valve controlled means, whereby to simply said gases and products of combustion to said receptacle when the same is in communication with said intake conduit.

13. In an internal combustion engine, a principal source of fuel supply, an auxiliary fuel receptacle, a valve controlling the passage of fuel between said principal source of supply and said receptacle, a valve for controlling the admission of fuel from said receptacle to the' intake conduit of the engine, actuating means connecting said valves for closing one thereof and opening the other thereof successiv ely, and means associated with said actuating means for supplying gases under pressure to said receptacle when the same is in communication with said intake conduit, and serving to vent said receptacle to the atmosphere when the positions of said valves are' reversed.

14. In an internal combustion engine, a fuel receptacle communicating with the intakeconduit of the engine for supplying fuel thereto, and with the cylinders thereof for supplying the gases and products of combustion to said receptacle above the head of fuel therein, means for controlling the admission of fuel to said intake conduit, and means for controlling the admission of gases and products of combustion to said receptacle.

15. In an internal combustion engine, a fuel receptacle communicating with the intake conduit of the engine for delivering fuel thereto and with receptacle communicating with the intake econduit of the engine for supplying fuel thereto and with the cylinders thereof for supply n the gases and products of combustion under pressure to said receptacle above the fuel therein, means for controlling the admission of fuel from said receptacle to the intake conduit of the engine, means for controlling the admission of said gases and prod.- ucts of combustion under pressure to said receptacle, a pressure storage chamber in the line of communication between said engine cylinders and said pressure controlling means, a relief valve associated therewith, and a check valve in said line of communication between said chamber and said cylinders. v

1']. In an internal combustion engine, a principal source of fuel supply, an auxiliary fuel receptacle communicating-therewith and with the source of fuel supply and said intake conduit, a

link pivotally connected at one end and an intermediate portion'tosaid valve members for actuatin: the same in opposite directions successively, and a reciprocating valve member for controlling the admission of gases under pressure to said receptacle'having a lost-motion connection with the other end of said link and actuated thereby after said receptacle is in closed relation to said sists in supplying air and main fuel to the engine,

and upon acceleration simultaneously releasing a quantity of fuel and cylinder gases under pressure developed as a result of engine operation, and subjecting said fuel to the action of the released gases for effecting delivery of the fuel into the air stream. 1

19. The hereindescribed method of supplying fuel to internal combustion engines which consists in imposing the pressure of the cylinder gases upon a head of auxiliary fuel, and delivering said fuel into the intake manifold in streams directed towards the several inlet valve ports for supplying small amounts of fuel to the several ports at points in close proximity thereto substantially simultaneously, and replenishing said fuel under atmospheric pressure at the intervals between deliveries thereof to the engine.

20. In an internal combustion engine, an intake conduit, means for supplying main fuel thereto, means for controlling the air supply thereto, means for supplying auxiliary fuel thereto, means operated by the controlof said air supply for controlling the passage of auxiliary fuel to said intake conduit, and means for subjecting the auxiliary fuel upon the opening of the passage thereof to the action of a gas under pressure for effecting delivery of said auxiliary fuel.

21. In an internal combustion engine, an intake conduit, means for supplying main fuel thereto, means for controlling the air supply thereto,

' means for supplying auxiliary fuel thereto, means for supplying a gas under pressure to said auxiliary fuel supplying means, and means operated by the control ofv the air supply for controlling the passage of auxiliary fuel to the intake conduit and simultaneously rendering said gas active thereon for effecting delivery of said,

auxiliary fuel.

22. In an internal combustion engine,an intake conduit, a fuel receptacle adapted to communicate with the intake conduit of the engine, means for supplying a gas under pressure to said receptacle above the head of fuel therein, a valve 'for controlling the discharge of fuel from said receptacle, a valve for controlling the admission of said as thereto, and means for simultaneously actuating said valves.

23. Inan internal combustion engine, an intake conduit, a main fuel delivery means, air controlling means, means operable to supplement engine induction in causing dischargeof auxiliary fuel into the intake conduit, a valve for controlling the passage of auxiliary fuel thereto, and throttle operated means for operating said induction supplementing means, and for opening said valve to discharge auxiliary fuel into the intake conduit by augmented pressure.

24. An internal combustion engine, an intake conduit, 9. main fuel supply means, air controlling means, auxiliary fuel supply'means, means for subjecting the auxiliary fuel to the action of a gaseous fluid for effecting the delivery of said auxiliary fuel into the intake conduit under an augmented pressure difierence, means for controlling the passage of auxiliary fuel and gaseous fluid, and means for actuating said last named controlling means upon opening movement of the means for controlling said gaseous fluid supply,

and means operated by the air controlling means for actuating said several valvular means to re lease the auxiliary fuel and render said gaseous fluid active thereon to effect delivery of auxiliary fuel into the intake conduit.

26. In an internal combustion engine, an intake conduit, 9. main fuel delivering means, a throttle, an auxiliary fuel supplying means, means for conducting a gaseous fluid under pressure to said auxiliary fuel supplying means, valves controlling the discharge of said auxiliary fuel and the passage of said gaseous fluid, a member connected to said valves, a unidirectionally acting means yieldablycarried by said member, and throttle operated actuating means movable over said unidirectionally acting means in operative relation thereto at an interval during opening movement of the throttle for actuating said valves to deliver auxiliary fuel under a pressure difference augmented by the action of the gaseous fluid, and movable relative to said unidirec tionally acting means in inoperative relation thereto upon closing movement of the throttle for preventing actuation of said valves.

2'7. In an internal combustion engine, an intake conduit, a main fuel gases, a member connected to said valves, a unidirectionally acting means yieldably carried by said member, and throttle operated actuating means movable over said unidirectionally acting means in operative relation thereto at an interval during opening movement of the throttle for actuating said valves to inject into the'intake conduit auxiliary fuel under a pressure difference augmented by the action of the cylinder gases, and movable relative to said unidirectionally acting means in inoperativerelation thereto upon closing movement of the throttle for preventing actuation of said valves. x

28. In an internal combustion engine, an auxiliary fuel receptacle, asource of gaseousifluid under a potentially available pressure adapted to communicate with said receptacle above the fuel therein, means for supplying fuel to said receptacle, and means for releasing said gaseous fluid to render the pressure thereof active on thev fuel in said receptacle to discharge the same therefrom into the engine, and for shutting off said gaseous fluid to reduce the receptacle to permit of fuel replenishment.

of the air controlling pressure in the delivering means, a throttle, an auxiliary fuel supplying means,

29. In an internal combustionengine, a printrolling the inlet and outlet to and from said receptacle, and operable to open one thereof and close the other thereof and vice versa, and means operated with said last named means for controlling said vent and the passage of gaseous fluid to said receptacle, and serving to close said vent and admit said gaseous fluid to said receptacle when said outlet is open and to shut oi! said gaseous fluid and open said vent when said inlet is open. a v

30. The hereindescrlbed method of supplying fuel to internal combustion engines which consists in delivering the main fuel into the air passing to the cylinders, and, upon acceleration, imposing a gaseous pressure upon a head of auxiliary fuel and effecting the delivery thereof into the main fuel and air at a point separate from the point of introduction of main fuel.

31. The hereindescribed method of supplying fuel to internal combustion engines which consists in introducing main fuel into the air passing to the cylinders, and, upon acceleration, si-

multaneously releasing a quantity of sppplementary fuel and gases under pressure, and subjecting said supplementary fuel to the action of the released gases for causing delivery of said supplementary fuel .into the main fuel and air stream passing to the cylinders for enriching the 32. The hereindescribed method of supplying fuel to internal combustion engines'which consists in inducing main fuel into the air passing to the cylinders, and, upon acceleration, releasing a quantity of supplementary fuel and subjectlng the same to the action of-a gas under pressure for causing the supplementary fuel to be delivered intothe main fuel and-air stream to compensate for main fuel impoverishment.

'33. 'Ihe'hereindescribed method of supplying fuel to'internal combustion engines which consists in inducing main fuel into the air passing to the cylinders, controlling the e of the vmixture to the engine cylinders, d, immacceleration, releasing a quantityof supplementary fuel subject to the'action of a gas under pressure, and delivering the supplementary fuel thereby into the charge stream at a'point beyond the throttling point.

34. The hereindescribed method of supplying fuel to internal combustion engines which consists in inducing main fuel into the air passing to the cylinders, and, upon acceleration, releasing a gas under pressure, subjecting supplemen-j tary fuel to the action of the released gases, and causing thereby the delivery of the supplementary fuel into the main fuel and air stream at a point separate from the point of introduction of the main fuel.

35. The hereindescribed method .of supplying fuel to internalcombustion engines which consists in inducing main fuel into the air to the cylinders, throttling the mixture, and. D n acceleration, releasing a quantity of supplementary fuel to allow the flow thereof by gravity into the-charge stream at the engine side of memtling point, and subjecting the supplementary fuel to the action of a gas under pressure for augmenting gravity in causing fuel flow.

1 ARLINGTON MOORE. 

